Railroad crossing



Oct. 29, 194C. B, C. MONROE I 2,219,328

RAILROAD CROSS ING Oct. 29, 1940. B C, MQNROE 2,219,328

RAILROAD CROSS ING Filed Sept. 19, 193B 4 Sheets-Sheet 2 @MZW Oeh 29. l940 B. c. MONROE 2,219,328

' RAILROAD CROSSING Filed Sept. 19, 1938 4 Sheets-Sheet 3 ,'g

Oct. 29, 1940. B. c. MoNRoE 2,219,328

RAILROAD CROSSING Filed Sept. 19, 1938 4 Sheets-Sheet 4 Patented Oct. 29, 1940 UNITED STATES PATENT OFFICE 4 Claims.

Heretofor'e when two railway lines cross, the rails at the point of crossing are cut away in both directions to accommodate the flange of the car wheels with the result that a gap is made in each rail and a car wheel must drop into one of these gaps at each intersection of its rail with that of a cross rail. The hammering produced by the car wheel dropping into the gap at each intersection is destructive of the rails at this point and productive of a great deal of vibration and noise.

An object therefore of this invention is to provide a railway crossing with means for eliminating this gap in the direction the train is traveling to eliminate the attendant pounding, `ar and noise.

This and other objects, as will hereinafter appear, are accomplished by this invention, which is fully described in the following speciiication and shown in the accompanying drawings, in which Figure 1 is a partial top plan view of a railroad crossing embodying the invention and showing a cover plate partly removed and with slides set so as to permit the rails to be used in a verti- 25 cal direction;

Fig. 21s a fragmentary view of the same showing the slides set in the reverse direction so as to permit the horizontal rails to be used;

Fig. 3 is a fragmentary view of the same showing one of the slides set in a mid-position so as to permit both the horizontal and vertical rails to be used;

Fig. 4 is a partial transverse vertical section on the line 4 4 0f Fig. 1;

Fig. 5 is a partial enlarged vertical section on the line 5 5 of Fig. 2;

Fig. 6 is a partial enlarged vertical section on the line 6 6 of Fig. 3;

Fig. '7 is a partial enlarged vertical section on the line 1 1 of Fig. 1;

Figs. 8, 9 and 10 are views similar to Figs. 1,

2 and 3 respectively showing a modied form of the invention;

Figs. 11, 12, 13 and 14 are enlarged vertical sections 0n the lines Il II, |2 |2, |3 |3 and |4 |4 respectively of Fig. 8; and

Fig. 15 is a cross section of a modied form of rail.

The preferred embodiment shown in Figs. 1 to 7 comprises a crossing made up of rails 20 and 2 I, which for convenience are referred to as vertical rails, and rails 22 and 23, which are referred to as horizontal rails. These rails preferably have a cross section similar to that shown in Fig. '7. The crossing may be cast integral or may be made up of sections riveted, bolted or welded together. It will also be understood that while the rails here shown are at right angles to each other, they may also be set at other convenient angles.

The rails at the point of intersection are cut through diagonally by a -channel 24 (Fig. 6) at the upper portion to accommodate slides 25, 26, 21, 28. These slides as will presently be eX- plained are operably connected together by a system of links and each slide is preferably provided with lthree recesses which are brought into juxtaposition with the grooves in the rails in various combinations to bridge the gap in the opposite rail. 'Ihus the rails 20 and 2| are provided with a groove 26a and 2|a (Figs. 1 and 7) and the rails 22 and 23 are provided with grooves 22b and 23b-respectively. The slides 25 and 28 are provided with diagonal grooves 25a and 28a respectively which are adapted to register with the groove 2|. Likewise, the slides 26 and 21 are provided with grooves 262L and 21a which at the same `time are adapted to register with the groove 2|)a of the rail 20. When in this position, power wheels can then run on the rails 20 and 2| while their flanges follow the grooves 26a, 2|!a and 21a in one case and 25a, 2|a and 28a in the other case. It will thus be seen that the grooves 22b and 23b of the horizontal rails are at the same time bridged by these slides so that the usual jar of the wheel crossing these horizontal grooves is eliminated.

The slide 25 is preferably operated by means of a link 29 from a lever or the like not shown. This slide connects directly with the slide 21 by means of a link 30. 'I'he slide 25 also connects through a link 3| with a bell crank 32 which is pivotally mounted at 33 at the opposite end of the bell crank connecting through a link 34 with the slide 26, the latter connecting through a rod 35 with the slide 28.

Thus, an inward motion of the slide 25 causes the links 25, 26 and 28 to assume the position shown in Fig. 2. In this position, grooves 25lo and 2Gb in the slides 25 and 26 register with the groove 23b at the same time closing the grooves 20a, 2|a in the vertical rails. Thus a train may now run over the horizontal rails, the slides 25 and 26 serving to carry the load of the wheels across the intersection on the same level so that the grooves 20a, 2 |a do not produce any jar.

Under some circumstances, it may be desirable to provide means on the slide for enabling trains to run either over the vertical rails or the horizontal rails without resetting. To accomplish this, I have provided the slides with intersecting grooves in the form of a cross ZEG, 26C, 2G and 28C. In a mid-position of the slides, these cross channels register with the grooves in both the vertical and horizontal rails so that trains can readily run over the intersection in either direction.

A cover plate 36 is placed over the center of the crossing and is preferably secured as shown in Fig. 7 by a series of bolts Bte or the like which screw into the lugs 38 which may be secured to the rails as by electric welding.

Each end of the crossing 23d (Figs. 2 and 5).-

abuts a corresponding rail 3l! and is secured thereto in any well known manner as by means of side plates 38 and bolts 3d. The rail 3l' is preferably carried on ties fill while the crossing is preferably supported on a concrete base lli which carries ties QZ. A yielding means such as plates 43 and il separated by suitable springs 55 provide a support which will yield about the same amount as the rail Si.

A space il? (Fig. fi) is provided adjacent each of the rail intersections which is covered by a swinging door lil. This may be raised to permit insertion of a torch il@ or the` like which may be lighted to keep the intersection warm so as to be free from snow and ice whereby the slides may freely operate even under adverse conditions. A space d (Fig. 6) is also provided beneath each of the slides to permit the passage of hot air and to permit any sand accumulating at this point to work out as the slide is operated. For this purpose, each slide is also provided with a4 series of small grooves 5d to cause the sand and the like to work out as the slides are moved.

In Figs. 8 to le, inclusive, is shown a modiiied form of the railway crossing in which the rails are preferably made up of fdat slabs and secured together by means of bolts or rivets. For the sake of clearness, many oi these have been omitted. Thus the vertical rails and 5l and the horizontal rails b2 and 5S are each made up of a number of vertically disposed nat slabs, and the description of one of them will serve for all. Thus the rail 6i is made up of flat bars t4, 65, 5G, 6! and @t (see Fig. ll). These members are all stationary with the exception of the member Si which is movable as will later be shown. Where the rails cross each other, Athese members are let into each other as shown in Fig. 13 where the groups of four members making up the rail 60 and S! are out away at the lower half to enable them to pass the rail t3, the upper half of which is recessed.

The upper suriaces of members G55 and @l serve as the rail on which the car wheels run, the depression between the members Eil and tb and above the member 55 serving as a groove to accommodate the flange of the car wheel. Beneath the member @l is a strip which is bolted or riveted to the members lill, @E and Sii and provides a ledge on which the member Si slides. rThis member 'l is operated by one arm of a bell crank ld, operating through a suitable slot in the rail and which is pivotally mounted at ll on a bracket l2 'which is secured to the inner rail member Sil. The bell crank also hasr an arm i3 which operates a similar sliding member lll. rThis bell crank is osciilated by means of a link l5 which is connected through a pin with a block il. This block is moved back and forth by means of an operating rod which in turn is moved by a switch lever, not shown, and which is provided with means for locking it in either of its end positions or in an intermediate position, for a purpose which will presently appear. There are four bell cranks, one at each inner corner of the railway crossing and each bell crank operates two slide members as 31, ifi, and Gla and lila, etc.

In the position shown in Fig. 8, the slides' 'l and 'ma are drawn back so as to leave clear the groove over the members t5 and tba in the vertical rails. At the same time, the slides 6l and lila are moved so as to bridge the grooves lg and 19e of the horizontal rails S2 and 53.

Thus, a wheel rolling on the vertical rails will roll on the outer ends of the slides el, 67a, etc., across these gaps so as to transfer the load of the wheel from the rail 66 to a rail @i321 which is ordinarily separated therefrom by the width of the gap. Consequently the wheels will pass over this intersection without the usual pounding which is occasioned by the wheel dropping into the gap in the intersection of the grooves.

In Fig. 9 is shown the same crossing with the bell cranks reversed so as to permit a train to run on the horizontal rails, the sliding members here again bridging the gaps which occur in the vertical rails. In Fig. l0 the bell crank is shown in a mid-position wherein the grooves in both the vertical and horizontal rails are open so that trains could operate on both the vertical and horizontal rails. t will be understood that the railway crossing lies in a horizontal plane or substantially so and that the words Vertical and horizontal as used herein are for convenience only in designating the rails as shown in the drawings. The short slide members lil, die, etc., are guided by the plates 38. The latter are cut away at the center to iorm a recess lille and the inner ends of the slide members 6l, tia, etc., are beveled at their inner ends so as to force any sand accumulating on the support bil toward the recess @Se where it will fall free of the rail. rThe member E8 also has a number of vertical slots i381 therein-to enable sand and grit to drop out. l

A space Bil (Fig. ll) is provided beneath the member 69 for the insertion of a torch 8l and a door 32 is hingedly mounted to cover this space. This torch provides a means for heating this portion of the rail to melt snow and ice so as to insure the ready operation of the sliding mem. ers in stormy weather. A sheet metal cover 83 is' secured over the operating mechanism as by means of bolts 34 in lugs 85, the latter being preferably welded tothe inner rail members.

In Fig. l5 is shown a modification of the rail oi Figs. 8 to 14 in which the rail members 64, 65, and (it are replaced by an integral rail 86. This is provided with a series of sliding members 8l which rest upon a ledge 8S and are guided by said members Sil which are bolted to the rail section. The sliding members 8l are moved by means of bell cranks as before to cover and uncover the gaps in the rails caused by the grooves at the intersection. Y

Thus it will be seen that I have provided a very simple and enicient means for bridging these gaps thereby preventing the excessive pounding which occurs at rail intersections.

While I have shown and described but a few forms of my invention, it is to be understood that it is capable of many modifications. Changes, therefore, in the construction and arrangement maybe made which dofgnotdepart from the spirit and scope of the invention as dened by the appended claims.

I claim:

1. In a railway crossing of the class described, intersecting rails, each having grooves for the passage of flanges of railway wheels, the groove in one rail forming a gap in the intersecting rail, a member at each of the intersections, said members having grooves adapted to register with the grooves in either pair of rails and to ll the gaps in the other pair of rails to carry the car wheels over the latter gaps to prevent pounding, each member also having a single cross groove adapting the members to simultaneously register the several rail grooves of the crossing and means for simultaneously moving said members from one adjusted position to another to bring selected grooves of the members into effective registering positions.

2. In a railway crossing of the class described, intersecting rails, each having grooves for the passage of flanges of railway wheels, the groove in one rail forming a gap in the intersecting rail, a member at each of tlie intersections having grooves adapted to register with the grooves in either pair of rails and to i'lll the gaps in the other pair of rails to carry the car wheels over the latter gaps to prevent pounding, each member also having a single cross groove located between the rst named grooves thereof and adapting the members to simultaneously register the several rail grooves of the crossing, and means for simultaneously moving said members to selectively bring the several grooves thereof into effective registering position.

3. In a railway crossing, a series of intersecting rails, each having grooves for the passage of the flanges of railway wheels, forming gaps at their points of intersection, a member at each oi the points of intersection of the rails, said members having longitudinally spaced angularly disposed grooves and being movable to register said grooves with the grooves in either pair of intersecting rails and to fill the gaps in the other pair: of rails, each member also having a single cross groove located approximately midway between its rst mentioned grooves and each groove including intersecting angular portions adapting the members to simultaneously register the several rail grooves of the crossing, and means for moving said sections from one position of registration to another including connections between the members constraining the same to simultaneous movement.

4. In a railway crossing, a series of intersecting rails, each having grooves for the passage of the flanges of railway wheels, forming gaps at their points of intersection, a member at each of the points of intersection oi the rails, said members having longitudinally spaced angularly disposed grooves and being movable to register said grooves with the grooves in either pair of intersecting rails and to ill the gaps in the other pair of rails, each member also having a single cross groove located approximately midway between its first mentioned grooves and each groove including intersecting angular portions adapting the members to simultaneously register the several rail grooves of the crossing, means for moving said members from one position of registration to another including connections between the members constraining the same to simultaneous movement, said connections between the members being disposed within the rail intersection, and a cover plate normally protecting the connections between the members, extending across the rail intersection and anchored to the rails.

BENJAMIN CULLEN MONROE. 

